Gas-engine.



Patented Mar'. 4, I902. S. A. FREEMAN-& C. E. THROUP.

G AS E N G l N E.

(Application filed Oct. 20, 1900.)

2 Sheets-Sheet I.

(No Mudei.)

W H s w M i E p 11 P T M V a. IIEJIIIII .w

w 1w 1N Wu W s. A. FREEMAN &' c. E. THROOP.

G A S E N G l N E.

(Applicatinn filed Oct. 20, 1900.)

(No Model.)

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UNITED STATES PATENT OEEIcE.

SAMUEL ARTHUR FREEMAN AND CHARLES EDMUND THROOP, OE BUFFALO, NElV YORK.

GAS-ENGINE.

SPECIFICATION forming part of Letters Patent No. 694,735, dated March 4, 1902.

Application filed October 20, 1900. Serial No. 33,666, (No model.)

To aZZ whom, it may concern:

Be it known that we, SAMUEL ARTHUR FREEMAN and CHARLES EDMUND Tnnoor, citizens of the United States, and residents of Buffalo, in the county of Erie and State of New York, have invented new and useful improvements in Gas-Engines, of which the following is a specification.

This invention relates to a gas-engine in which the firing ends of two cylinders are connected so that the two pistons in the cylinders are actuated by the explosion of one charge of fuel.

The object of our invention is the production of a gas-engine of this character which is comparatively simple and compact in construction and which is not liable to get out of order.

To that end our invention consists principally in arranging a crank-shaft adjacent to the outer end of one of the cylinders and connecting the pistons directly with sliding yokes mounted on the cranks of the shaft.

Our invention consists, further, in several details of construction.

In the accompanying drawings, consisting of two sheets, Figure l is a side elevation of a gas-engine embodying our improvements. Fig. 2 is a horizontal section thereof in line 2 2, Fig. 1. Figs. 3 and i are vertical long tudinal sections in lines 3 3 and e at, Fig. 2. Fig. 5 is a front View of one of the pistons with its rod in section.

Like letters of reference refer to like parts in the several figures.

A A represent two cylinders which are arranged end to end and have their inner firing or explosion ends communicating with each other. These cylinders are preferably arranged ont of line or offset slightly, but are parallel, as shown in Fig. 2.

B 13 represent the pistons which are arranged in the cylinders and which may be of any suitable construction.

0 represents a transverse crank-shaft arranged adjacent to the outer end of the cylinder A and provided with two diametrically opposite cranks o c, which are arranged in line with the pistons B B, respectively. This shaft is journaled in bearings D D, which are arranged on a frame E, secured to the outer end of the cylinder A by bolts 6 e, passing through lugs or flanges c on the cylinder and frame.

Each of the bearings is preferably divided and consists of a stationary inner section (Z, which is formed on the frame E, and a detachable outer section d, which is secured to the inner section by bolts or otherwise, thereby permitting the shaft to be conveniently inserted or removed from the frame.

F F represent two sliding yokes which are reciprocated by the pistons and which are connected with the cranks, so as to impart a rotary movement to the shaft. Each of these yokes consists of inner and outer upright bars ff,which are separated,and horizontal upper and lower cross-bars g g, which are preferably formed integrally with the inner vertical bar and connected by bolts g with the outer vertical bar. The upper and lower cross-bars of each yoke are guided in ways h 7i, arranged on the upper and lower sides of the frame E parallel with the line of movement of the pistons. Each of the cranks passes through one of the yokes and is slidably connected therewith by a box or slide I, which slides up and down between the inner and outer bars ff of the yoke and is provided with a bearing '1 which the wrist of the crank turns. The slide is divided into two sections for convenience in assembling the parts, and these sections are confined within the yoke by he arms of the crank on opposite sides of the yoke.

The movement of the piston 13 is transmitted to the crank-shaft by a longitudinal connecting-rod K. This rod is secured to the innor or rear bar of the yokeF by bolts 7o, passing through ears on the connecting-rod. The rear end of the latter is connected with the piston B by a collar 7o, arranged on its rear end and bcarin g against a seat it on the outer side of the piston, and a notched plate 7t", secured to the piston by screws 717 and bearing against the outer side of said collar, as shown in Figs. 3 and 5.

L L represent two connectingrods, whereby the rear piston B is connected with the yoke E. These rods are arranged lengthwise above and below the cylinders and are connected at their front ends with the yoke F, preferably by forming them in one piece with the bolts g which connect the front and rear bars thereof, as shown in Fig. 4.

M re'presents a cross-bar, whereby the rear ends of the con necting-rods L L are connected with the rear piston. This cross-bar is secured verticallyto the outer end of the rear piston by bolts on and projects with itsupper and lower ends through slots m, formed lengthwise in the upper and lower parts of the rear cylinder, at the outer end thereof. Each of the connecting-rods L is provided with an externally-screw-threaded rear end, which passes through an opening in the adjacent end of the cross-bar M and is secured thereto byscrew-nuts m applied to the threaded part of the connecting-rod on opposite sides of the cross-bar.

During the operation of the engine the pistons reciprocate toward and from each other in their respective cylindersfand impart a rotary movement to the shaft by means of the rods and yokes which connect the pistons with the cranks of the shaft. This means of connecting the pistons with the crank-shaft is very compact and simple in construction and renders the engine especially desirable for motor-cycles or for other purposes where economy in space and weight are important factors.

The pistons of both cylinders are driven forward with a working stroke by the explosion of one charge of fuel, and the products of comtween the inner ends of both cylinders.

front side of the valve-chamber.

bustion in both cylinders are carried off through the same exhaust by connecting the fuel-supply and exhaust with the space be- The means for controlling the fuel-supply and the exhaust of the engine may be of any suitable construction, that shown in the drawings, Figs. 1 and 3, being constructed as follows:

N represents a valve-chest arranged above the cylinders and provided with a valve-chamber n, which opens into the space at the inner or firing ends of the cylinders. O is a fuel-chamber connected with a gas and air supply and opening into the rear side of the valve-chamber. The fuel-supply chamber is normally closed by an inwardly-opening fuelvalve 0, which is held against a seat at the outlet of the fuel-chamber bya spring 0 bearing against the stem of the valve.

P represents an exhaust-chamber connected with an exhaust-pipe and opening into the haust-chamber is normally closed by an exhaust-valve p, which is held against a seat at the inlet of the exhaust-chamber bya spring 1), bearing against the forwardly-projecting exhaust-valve stem 29 Q represents a cam-shaft which is journaled transversely in bearings (1 on the upper side of the supporting-frame. This shaft is provided with a cam g, which engages with a pin or roller (1 on the exhaust-valve rod and which shifts the latter for opening the exhaust-valve once during every rotation of the cam-shaft.

The ex- The cam-shaft is rotated .once during every two rotations of the crank-shaft by a gearpinion r, secured to one end of the crankshaft and meshing with a gear-wheel r on the cam-shaft.

During each cycle of operations the pistons during their outward or forward movementstroke. During the next-following backward stroke the exhaust is opened and the spent gases are expelled from the cylinders.

For the purpose of permitting the amount of compression of the fuel to be regulated the stroke of one or both pistons may be adjusted so as to vary the distance which the pistons approach each other at the end of their inward or compression stroke. The preferred means for accomplishing this adjustment consists in loosening the screw-nuts m on the rods L on one side of the cross-bar M and tightening the screw-nuts 'm on the other side thereof, whereby the rear piston B is shifted relatively to its cylinder and to the front piston B and the amount of compression is varied.

The crank-shaft is provided with a gearwheel S or other means for transmitting the power of the engine to the parts to bedriven.

We claim as our invention 1. I11 a gas -engine, the combination with two opposing cylinders arranged end to end and having their adjacent firing ends connect ed and the pistons arranged in the cylinders, of a crank-shaft at the outer end of one cylinder provided with two diametrically opposite cranks, two reciprocating yokes which are arranged side by side and receive said cranks, a connecting-rod entering one of the cylinders and connecting the outer end of the piston therein with one of said yokes,-and two connecting-rods arranged lengthwise on opposite sides of the other cylinder and connecting the piston therein with the other yoke, substantially as set forth.

2. In a gas-engine, the combination with ing through longitudinal slots in the other cylinder and connected with the piston therein, and connecting-rods connecting the outer ends of the cross-bar with the other yoke, substantially as set forth.

3. In a gas engine, the combination with two opposing cylinders arranged end to end and having their adjacent firing ends connected, and the pistons arranged in the cylinders, of a crank-shaft at the outer end of one cylinder provided with two diametrically opposite cranks, two reciprocating yokes which are arranged side by side and receive said cranks, a rod connecting one of said pistons with one of said yokes, a cross-bar connected with the other piston, connecting-rods secured to the other yoke and having threaded portions which are arranged in openings in said cross-bar, and screw-nuts arranged on the threaded portions of said last-mentioned rods on opposite sides of said cross-bar, substantially as set forth.

4. In a gasengine, the combination with SAMUEL ARTHUR FREEMAN. CHARLES EDMUND TIIROOP.

Witnesses:

THEO. L. PoPP, HENRY L. DECK. 

